Car-stop



G. N. SIMPSON AND R. w. WILLIAMS.

CAR STOP.

APPLICATION FILED FEB. 5. 1921.

H Pm QM IWNIWI hm mm L m w l// \q A Am M S L Q02 S S P 1 2 t UNITED STATES PATENT OFFICE.

GEORGE N. SIMPSON AND RAY W. WILLIAMS, OF CHICAGO, ILLINOIS, ASSIGNORS T0 OAR DUMPER 82; EQUIPMENT COMPANY, A CORPORATION OF ILLINOIS.

CAR-STOP.

Specification of Letters Patent.

Patented May 1'7, 1921.

Application filed February 5, 1921. Serial No. 442,750.

To all whom it may concern:

Be it known that we, GEORGE N. SIMrsoN and RAY W. VVILLmMs, citizens vof the United States, residing at 1220 East 75th street, Chicago, in the county of Cook and. State of Illinois, have invented a new and useful Improvement in Car-Stops, of which the following is a specification.

This invention relates to improvements in ear stops, and more particularly to a resilient car stop adapted to be attached to a rail, and so constructed that it may readily be moved from operative position to inoperative position.

In that form of car stop embodying the features of our invention shown in the accompanying drawings Figure 1 is a View in side elevation of the car stop attached to a rail. Fig. 2 is a view in end elevation. Fig. 3 is a vertical sectional view on the line 3 of Fig. 2 and Fig. 4 is a vertical sectional view on the line 4 of Fig. 3.

As shown in the drawings, 5 indicates a section of railsuch as is commonly used to form tracks for railroad cars, mine cars, material carrying cars, narrow gage cars and the like. Mounted on the rail 5 are two similarly and symmetrically formed supporting boxes or housings indicated in general by 6, (i Since the supporting boxes 6 and 6 are similarlyrand symmetrically constructed, we will describe in detail the formation of only one. Each of the boxes 6 and 6 is substantially cylindrical in form with a hollow bore 8 open at one end and substantially closed at the other end by an inwardly extending flange 9. Formed in the side of the bore 8 adjacent the rail to which the box is attached are two coredholes, each indicated by 10 and adapted to receive the head 11 of a bolt 12 used to fasten the box to the rail. The bolts 12 extend through the web of the rail and are provided with nuts 13 adapted to draw the box tightly against the side of the rail. The box is provided with a boss or lug 15 adapted to fit snugly against the web of the rail between the tread and the base thereof in order to assist in holding the box firmly in position.

The two boxes 6 and 6 are mounted on a rail 5 a short distance apart with the open ends of the bores 8 facing each other as shown in Figs. 1 and 3, in which the direction of travel of cars on the rail 5 is assumed to be from right to left. Rotatably and slidably mounted in the bores 8 of the two boxes is a hollow shaft or spindle 20; the two boxes being placed on the rail 5 far enough apart so as to permit endwise movement of the spindle therein, but close enough together to prevent either end from entirely getting out of the bore of a box regardless of 1ts position. The spindle. 20 has a cylin drical bore 25 extending through substantially its entire length. The bore 25 is open at the rear end and partially closed at the forward end by the inwardly extending flange 26. By forward end we mean the end first to meet passing cars. Mounted within the spindle 20 is a spiral spring 27, one end of which presses against the flange 26 and the other end against the flange 9 on the rear box. The length and tension of the spring 27 are such as to hold the spindle 20 in its forward position as shown in Fig. 8, that is against the forward box, with the spindle 20extending to the inner end of the bore in the forward box, and partially out of the bore in the rear box. Formed on the spindle 20 is a horn 30 extending radially therefrom with its end normally lying above the rail 5 and in the path of passing car wheels (as shown by the solid lines in Fig. 4). Mounted on the spindle 20 extending from the side and downwardly, is an operating lever 35 having a hole 36 in the end thereof. Any suitable means may be attached to the lever 35 for the purpose of rotating the spindle 20, in order to move the horn 30 from the position indicated by the solid lines in Fig. 4 to the position indicated by the dotted lines in Fig. 4. This rotation of the spindle is for the purpose of placing the horn in an inoperative position. It is obvious that when in the position indicated by the dotted lines in Fig. 4 it will be out of the path of passing car wheels. The endwise movement-of the spindle 20 is limited by the engagement of the ends thereof with the flanges 9 and also by engagement of shoulders 4 0 and 41 formed thereon, with the rear and forward boxes respectively.

In operation of the device the spindle 20 is rotated so that the horn 30 will lie in the position shown by the solid lines in Fig. 4. When in such position it will engage a passing car wheel on the rail 5 and stop the car. The impact of the wheel against the horn, however, will be cushioned by a rearward movement of the spindle 20 and horn 3O against the compressing spring 27. As explained above, this rearward movement will be limited by contact between the shoulder 40 and the rear box, and also by contact or the rear end of the spindle 20 with the flange 9 on the rear box.

Formed on the spindle 20 is a lug or stop adapted to engage the tread of the rail 5 and limit rotation of the spindle. The

. parts are so constructed that the lug or stop 60 will engage with the tread of the rail when the end of the horn 30 is directly above the rail 5 as shown by the solid lines in Fig. l.

It will be noted that the boxes 6 and 6 are so constructed that the bolts 12 wiich hold them to the rail are fastened through the main body of the boxes, making it unnecessary to cast ears or lugs on their sides. This is a distinct improvement over the boxes of the original type heretofore in use which had such ears or lugs that frequently broke off under the impact otcar wheels against the horns.

Each of the boxes 6 and 6 is also provided on its top with an ear or lug provided with two corel holes 81. This lug cast on the box in such a position that it will assist in holding a car wheel on the track when it hits a horn, not permitting it to jump sidewise oft" the track. The two holes 81 permit the attaching of structural sections or plates (not shown) so that wheel guards of any height or length desired can be attached.

Besides the ear or lug 80 is cast another lug 82, the lugs 80 and 82 forming parallel walls joining the projecting flanges 83 to form an oil well 84: that may be filled with oil which will drain downwardly through the oil hole 85 and lubricate the wearing parts.

It will noted that the top of the horn 30 is widened out so that it will en ga e the full surface of the tread ot a wheel. .oy means or this construction the horn will not be locked in position against the wheel in case the wheel is worn slightly so as to form a false flange on the outer edge of the wheel. For this same reason the born, as shown, is adapated to stand at an angle instead of vertical when in its operative position so that it will not be caught and locked against the wheel by any such false flange; but will bear against the whole face of the wheel so that it can be moved to inoperative position without difficulty.

Although we have shown one car stop mounted upon one rail it is obvious that, without detracting from the spirit of our invention, similar horns may be mounted and used in pairs, one on each rail of a track; so that they will simultaneously engage the two wheels on the ends of one axle of a car.

While we have shown and described certain embodiments of our invention, it is to be understood that it is capable of many modifications. Changes therefore in the construction and arrangement may be made without departing from the spirit and scope of the invention as disclosed in the appended claims, in which it is our intention to claim all novelty inherent in our invention as broadly as possible in View of the prior art.

We claim:

1. In a car stop, a rail, a pair of boxes attached to the rail, a hollow spindle slidably mounted in the boxes and having a stop adapted to engage a wheel passing on the rail, and means within the hollow spindle for yieldingly holding it at one extremity of its sliding movement.

2. In a car stop, a rail, a pair of boxes attached to the rail, a hollow spindle mounted in the boxes and having a stop adapted to engage a wheel passing on the rail, and means for yieldingly permitting sliding movement of the stop.

8. In a car stop, a rail, a pair of boxes attached to the rail, a hollow spindle mounted in the boxes and having a stop adapted to engage a wheel passing on the rail, and means for yieldingly permitting sliding movement of the stop, said means being located within the hollow spindle.

4i. In a car stop, a rail, a pair of boxes attached to the rail, a hollow spindle slidably and rotatably mounted in the boxes and having a stop adapted to engage a wheel passing 011 the rail, and means within the hollow spindle for yieldingly holding it at one extremity of its sliding movement.

5. In a car stop, a rail, a pair of boxes attached to the rail, a hollow spindle slidably and rotatably mounted in the boxes, means located within the hollow spindle for resiliently holding the spindle in its forward position, and a stop formed on the spindle and adapted to be moved by rotation of the spindle from operative position lying in the path of a wheel passing on the rail to inoperative position out of said path.

In witness whereof we have hereunto set our hands and seals.

GEORGE N. SIMPSON. [n s.] RAY WV. IVILLIAMS. [L. s] 

